Fluid pressure brake equipment



Feb. 26, 1952 LEwls FLUID PRESSURE BRAKE EQUIPMENT 2 SHEETS-SHEET 1 Filed Sept. 25, 1949 INVENTOR.

w e 5 L E M 7 m a E 7 ATTORNEY Feb. 26, 1952 w s 2,587,051

FLUID PRESSURE BRAKE EQUIPMENT Filed Sept. 23, 1949 1 2 SHEETS-SHEET 2 INVENTOR.' wilbar M Lewzs BY A TTOPNEY Patented Feb. 26, 1952 UNITED STATES 2,587,051 FLUID PRESSURE BRAKE EQUIPMENT Wilbur M. Lewis, East McKeesport, Pa., assignor to'Westinghouse Air, Brake Company, a corridration of Pennsylvania Application September 23, 1949, SerialNo. 111,328.

7 Claims. (01. 3033) This invention relates to brake apparatus and more particularly to brakeapparatus for a locomotive of the electrically propelled type.

Certain. electric locomotives are equipped with Westinghouse Air Brake Company's No. SEE locomotive brake equipment for braking the locomotive pneumatically and the electric propulsion motors on the locomotive are arranged to operate as generators for supplying electric current to a dynamic brake resistor for providing. electric braking.

The No. SEL locomotive brake equipment com: prises a distributing valve device and an engineers brake valve device consisting of an automatic portion and an independent portion. The automatic portion is provided for reducing pressure of fluid in the usual brake pipe to cause operation of the distributing valve device on the locomotive, and of triple valves or the like on the cars of the train for effecting an automatic application of the fluid pressure brakes thereon, while the independent portion is provided to efiect operation of the distributing valve device to apply and release the fluid pressure brakes of the locomotive independently of the brakes on the cars of the train. If both the fluid pressure brakes and the electric brakes on the locomotive are effective at the same time, slipping and undesired wear of the locomotive wheels may occur but under certain conditions it is desirable to be able to apply the fluid pressure brakes on the, locomotive when the electric brakes. arev effective.

The principal object of the invention is there: fore the provision of an improved locomotive When the right-hand edge of Fig. 1 is matched to the left-hand edge of 1c, is a diagrammatic view, partly in section and partly in outline, of a I combined fluid pressure and electric brake equip: ment. for a locomotive; Figs, 2 and 3 are sectinsel v ews if a o io of an independent brake valve deviceshowniinFie- 1 but WilhihQi-PEIX. valve thereof. in diiierent i ns; Er e e is sectional View of a portion of an automatie brake valve device shown in Eig. 1 butwith therotarv valve. thereof. in a. different position; lfig, dis 7 sectionalview of a, portion of a distributing Valv device shown in Fi ah wiihiii per ain difierent position; and li'ig. 6. 1s a diagrarnma View of a er nt appliq t qn f he. nventi n. than shown in Eig. 104.

Description As shown in the drawing, the fluid pressure brake equipment for the locomotive comprises. a distributing valve device i, an engineer s brake valve device comprising an automatic brake valve device 2 and an independent brake valve device 3, a main reservoir 4 and a brake cylinder device 5-. Thefluid pressure brake e'quipmentiurther comp-rises a main reservoir pipe 6, a brake pipe 7-, an independent application pipe 8, an. independent release pipe 9 and a controlled emergency'pipe it, all or which pipes are connected to the distributing valve device I and. to the engineers brake valve device, the brake pipe 7 also extending to opposite ends of the.

for upp yin e e t c curr nt to a dynamic br ke.

resi o I2 o r d de lerat g. 91 for braking purposes. The reference numeral ls enaie an n neer c nt l vhf a have a power-on position and a dynamic brake} on position as indicated in the drawing by suitable legends. In emp wer-on positiona contact I i in the controller is adapted to briqge'agpair of contacts l5 and 6 'for completing a circfiitior supplying electric current to" the'motor ll, said circuit being, by way of example, from a power supply conductor [1' supplied with current a suitable source such as a generator (not shown), the contact M, a conductor 1:8, meter H and a grounded conductor lil. In the dy mimic en o i o a co act 'i adapted to bridge contacts l5 and 2+ for placing motor in. a dynam c b ake c ui c u in the-re:

ist I2 w i h is ef ect ve. to pr duce civnamic- 3 braking upon operation of said motor as a generator, in a well-known manner.

The distributing valve device I, the engineers brake valve device including the automatic brake valve device 2 and the independent brake valve 3 and other parts of the fluid pressure brake equipment above mentioned are, with an exception which will hereinafter be particularly pointed out, substantially the same in construction and operation as the Westinghouse Air Brake Companys No. BEL locomotive brake equipment fully disclosed in their instruction pamphlet No. 5032-1, sup. 3, dated July 1943, and also substantially the same in operation as the locomotive brake equipment fully disclosed in Patent No. 2,009,841, issued to Ellis E. Hewitt on. July 30, 1935. Only such portions of .the locomotive brake equipment are therefore disclosed in the drawings and only the portions of the operation of said equipment will therefore be described in this application which I consider essential to an understanding of the improvement provided by the invention.

The distributing valve device 1 comprises an equalizing portion 25, an application portion 20, a reduction chamber cut-off valve device 2'1, a release valve device 28, and a safety valve device 29 all of which parts are carried by a bracket 35, to which the above-mentioned pipes are also connected. Also carried by pipe bracket 35 is a controlled emergency valve device 3!. The pipe bracket 35 in turn is carried by a reservoir portion in which there is provided a pressure chamber 32 and an application chamber 33, said pipe bracket containing a reduction chamber 34.

The application portion 25 of the distributing valve device comprises an application valve 35 controlling communication between a passage 35 extending through the bracket 35 and connected to the main reservoir pipe 6, and a chamber 3i which is open through a passage 38 extending through said bracket to the brake cylinder device 5. A slide valve 38a contained in chamber 37 controls communication between said chamber and an atmospheric port 35. The application portion further comprises an application piston 40 at one side of which is an application piston control chamber il open to a passage 42 in the bracket while at the opposite side is a chamber 43 open to valve chamber 31 through a choke 44 in passage 38. Projecting from piston 40 into chamber 3'! is a stem 45 connected to the slide valve 38a with looseness and with the end of said stem arranged for contact with the application valve 35.

The operation of the application portion of the distributing valve device 26 is as follows. When fluid under pressure is supplied through passage 42 to the application piston chamber 41, the piston 40 will be actuated thereby to move the slide valve 38a to a position for closing communication between valve chamber 31 and the atmospheric port 39. Upon further movement the stem 45 will engage and unseat the application valve 35 whereupon fluid under pressure from the main reservoir 4 will be supplied to the valve chamber 31 and thence to the brake cylinder device for applying the locomotive brakes. As fluid is thus supplied through passage 38 to the brake cylinder device, fluid from said passage will equalize into chamber 43 at the opposite side of the application piston. If the pressure ofiiuid supplied to the application piston chamber 4| is limited to some chosen degree, then when thepressure of fluid obtained in the brake cylinder device 5 and acting in chambers 53 and 3? at the opposite side of piston 40 becomes substantially equal to that in chamber 4|, said piston will be moved in the direction of the left-hand relative to the slide valve 38a to permit closing of the application valve 35 by a spring 48 for thereby preventing further increase in pressure in valve chamber 31, the brake cylinder device 5 and in the application piston chamber 43 whereupon the piston 55 will cease movement in a lap position. When the pressure of fluid in the application piston chamber t! is reduced, the opposing pressure of fluid inchambers 53 and 31 will move the piston 45 to the position in which it is shown in the drawing for thereby moving the slide valve 38a to a corresponding position for opening the valve chamber 31 to the atmospheric port 39 whereupon fluid under pressdre will be released from the brake cylinder device 5 for eiiecting a release of the locomotive brakes.

The equalizing portion 25 of the distributing valve device is provided for controlling supply and release of fluid under pressure to and from the application piston chamber 5| and to this end comprises a piston 41 at one side of which is a chamber 48 open to the brake pipe '5 through a passage 49. At the opposite side of piston 47 is a chamber 55 open through a passage 51 to the pressure chamber 32 and containing a main slide valve 52 and an auxiliary slide valve 53 arranged to be operated by a stem 55 projecting into the valve chamber 50 from piston ll.

The piston 41 and slide valves 52 and 53 have the usual brake release position (Fig. in), service position (Fig. 5), service lap position and emergency position. In the release position of the equalizing piston 41 and connected slide valves, which they will assume when the brake pipe I is .charged with fluid under pressure, a communication 55 is opened around said piston to permit charging of the pressure chamber 52 by flow of fluid under pressure from said brake pipe through the piston chamber 58 to the valve chamber 55 and thence through passage 5!. Also in the release position of the main slide valve 52, a cavity 55 therein connects a passage 5'! from the application chamber 33 to a passage 58. In the service position of the piston 41 and slide valves 52 and 53 a service port 59 is adapted to be opened past the end of the auxiliary slide valve 53 to valve chamber 59 and thereby the pressure chamber 32, and at the seat of said slide valve said port is adapted to register with a passage 60. Also in service position of the main slide valve 52, cavity 56 therein is adapted to maintain communication between passages 57 and 58. In the emergency position of piston 51 and slide valves 52 and 53, passage 51 is adapted to be lapped by a portion 5| of the main slide valve 52 for cutting off communication between the application chamber 33 and passage 58, while a port 62 in said slide valve is adapted to be open to passage 50.

The reduction chamber cut-oil" valve device 2'] comprises a piston 63 at one side of which is a chamber ,54 and at the opposite side a chamber 65 containing a slide valve 66 arranged for movement by and with said piston. Chamber 5 2 is connected by a passage 6? to the seat of the main slide valve 52 which in release position is adapted to connect said passage via port 58 in said slide valve to a passage 69. With the .piston 63 and slide valve 66 of the reduction cut-off valve device 2'! in the cut-on position in which they are shown in the drawing and which will be assumedwhen an application of fluid pressure brakes is in effect, passage 69 is open to the valve chamber 65, whereby upon movement of the slide valve 52 to its release position the chambers at opposite sides of the reduction cut-off valve piston will be open to each other to permit a spring I9 to move said piston and slide valve to a normal, right hand position defined by contact between said piston and a shoulder ii in the casing. In this normal position, passage 99 will be lapped by the slide valve 58 but a passage E2 will be open to valve chamber 65. When the main equalizing slide valve 52 is moved to service position in initiating an application of brakes and fluid under pressure is supplied to passage such fluid will flow through a cavity l3 to a passage '59 and thence to the reduction chamber 38 and also from the latter passage through a cavity E5 in the main equalizing slide valve 52 to passage 52 leading to valve chamber 55. At this time the chamber 3 at the opposite side of the reduction cut-off valve piston 93 will be open to atmosphere through passage 61, a cavity '55 in the main equalizing slide valve 52 and an atmospheric port ll, due to which, the reduction cut-off valve piston 63 will move the slide valve 58 to its left hand position as soon as suificient pressure of fluid is obtained in the valve chamber 65 and connected reduction chamber 34 to overcome the opposing force of spring 19 on piston 53 and will then remain in this position while the brakes are applied and until the main equalizing slide valve 52 is subsequently returned to its release position. Since the normal position of the reduction piston 53 and slide valve 69 are not pertinent to the present invention these parts are shown in the drawing in the position which they assume when an application of fluid pressure brakes on the locomotive is in effect.

When in effecting an application of brakes by movement of the equalizing piston i? to either its service or emergency position, the fluid under pressure supplied from the pressure chamber 32 to passage 69 will fiow therefrom through cavity 13' in the reduction cut-off valve device to passage 58 and thence through cavity 58 in the main slide valve 52 and passage 59 to the application chamber 33. In emergency position there will be no such flow of fluid from passage 58 through the main slide valve 52 to the application chamber 33 since passage 59 is lapped by the portion 61 of the slide valve 52.

Connected to a mounting face 0n the pipe bracket 39 for the controlled emergency valve device 3| is the passage 58, the passage 42 from the application piston chamber 9!, the passage 59, the passage 38 from the main reservoir pipe I and a passage 18 connected to the controlled emergency pipe iii, the controlled emergency valve device 3! having passages adapted to regis ter with these passages opening at said mounting face. However, interposed between the pipe bracket 39 and controlled emergency valve device 3! is a filling piece i9 constituting a part of the present invention, said filling piece having passages SI, 82 and 83 extending therethrough connecting passages 78, 35 and 59 in the bracket to the correspondingly numbered passages in the controlled emergency valve device. The filling piece also has a passage 94 extending therethrough connecting passage 53 in the bracket to the corresponding passage in the controlled emer gency valve device. In the pipe bracket 39 the a slow application choke 85 to the corresponding passage in the emergency valve device via a base sage through the filling piece 79 The controlled emergency valve device com-. prises a piston 88 at one side of which is a chamber 89 open to bracket passage 18 and thence to the controlled emergency pipe l9. At the opposite side of piston 88 is a valve chamber 90 containing a slide valve 9! connected for movement by. and with the piston 88, said valve chamber being open to bracket passagei36and hence main reservoir pipe 6. When piston chamber 89 is vented, pressure of fluid in valve chamber 90 will move said piston and the slide valve 9| to a short train position in which these parts are shown in the drawing and in which position a cavity 92 in said slide valve establishes a communication between passages 58 and 42. When fluid under pressure is supplied to piston chamber 89, in a manner which will be later brought out, a. spring 93 is adapted to move the piston 88 and slide valve 9| to a long train. position defined by contact between said piston and a shoulder 94 in the casing. In this long train position communication, is closed between passages 58 and 42 through cavity 92 but maintained through the slow application choke 85, while another cavity 95 in said slide valve connects passage 42 to passage 59 leading to the application chamber 33.

If the filler piece 19 were removed and the controlled emergency valve device 3| mounted directly on the pipe bracket 39 it will be noted that passage 42 in said device would be open directly to the application piston chamber passage 42 in bracket 39, the interposition of the filler piece 79 breaking this connection however and opening passage 42 in said bracket to an external pipe 98 and passage 42 in said device to. an external pipe 91. It will however be seen that with the distributing valve device l as commonly employed, that is, without the filling piece 39, fluid under pressure supplied to passage 58 upon movement of the equalizing piston 4'! and the connected slide valves to either their service or emergency position would flow directly through cavity 92 to bracket passage 42 and thence to the application piston chamber 41 in the short train pgsition of the controlled emergency valve device 3l, while in the long train position of said valve device such fluid would flow from passage 58 through choke 95 to the application passage 52 leading to the application piston chamber 4| and at the same time from the latter passageby way of cavity 95 to passage 59 leading to the application chamber.

From the above in connection with the usual distributing valve device, it will be seen that when the controlled emergency valve device 3| is in its short train position, in which it is shown in the drawing, and the equalizing piston 41 operates to move the connected slide valves to service position, fluid under pressure from the pressure chamber 32 would flow to the application piston chamber 4! by way of said controlled emergency valve device and also to the application chamber 33 by way of cavity 56 in the main equalizing slide valve 52, while upon an emergency reduction in brake pipe pressure the application chamber 33 will be disconnected at the main equalizing slide valve and hence the fluid pressure from the pressure chamber 32 would flow only to passage 58 and thence to the controlled emergency valve device. In the controlled emergency position of the control emergency valve device 3| fluid supplied to passage 58 in service position of the equalizing piston and slide valves would flow through choke 85 to passage 42 and thence to the application piston chamber II and also from said passage 42 by way of cavity 95 to the application chamber 33 as well as to the latter chamber by way of cavity 56 in the main equalizing slide valve, the choke 85 therefore having no efiect upon the rate of build-up in pressure in application piston chamber 4I under this condition, due to the communication through cavity 56 in the main slide valve 52 by-passing the choke 85. However, with the equalizing piston 41 and connected slide valves in emergency position in which the portion (SI of the slide valve 52 laps passage 59 from the application chamber, all fluid supplied to the application piston chamber M and to the application chamber 33 by way of the controlled emergency valve device 31, in its long train position, would occur through the choke 85 in order to retard the build-up of pressure in the application piston chamber 4I under this condition.

The independent application pipe 8 is connected to a passage 98 in the pipe bracket 39 which passage is open through a normal brake release choke 99 to a passage I leading to the seat of slide valve 66 in the reduction cut-ofi valve device 27. In the normal position of slide valve 66 the passage I00 is adapted to be connected through a cavity IBI in said slide valve to passage 58 for releasing fluid under pressure from the application piston chamber M by way of said pipe. The passage 98 is also connected to a chamber I92 in the release valve device 28 which comprises a check valve I03 contained in a chamber I94 for normally closing communication between the latter chamber and chamber I02. Chamber I04 is open to passage 58 and contains a spring I05 for urging said valve to its closed position. The release valve device 28 further comprises a piston I06 at one side of which is a chamber IO'I which is open to atmosphere through a port I98. At the opposite side of piston I66 is a chamber I09 which is open through a passage IIO to the independent release pipe 9. Projecting from piston I06 through chamber II]? is a stem III arranged for contact with the release valve I03 upon movement of piston I06 by pressure of fluid in chamber I09 for unseating said check valve.

The safety valve device 29 is provided for limiting to a chosen degree the pressure of fluid effective for applying the fluid pressure brakes and to this end is connected by way of a passage II2 to the seat of the main equalizing slide valve 52.- In service position of the slide valve 52 the passage II2 is connected through a port H3 therein and a cavity I I4 in auxiliary slide valve 53 to passage 68 and thereby cavity 56, the application chamber 33 and to passage 58 adapted to be open to the application piston chamber while in emergency position of the slide valve 52 the passage H2 is adapted to be open to port 62 in the main slide valve 52 and thus to the pressure chamber 32 and application piston chamber 4| which will be connected therewith under this condition.

The automatic brake valve device 2 comprises ment' of said handle to emergency position, an

emergency reduction in pressure is adapted to be effected in brake pipe I for moving said piston and slide valves to their emergency positions. The handle H8 is normally carried in its running position for charging the brake pipe I with fluid under pressure to effect movement of the equalizing piston 41 and connected slide valves to their brake release positions. These operations are so well known that a further description thereof is not essential in the present application. It is however desired to point out that in the running position of rotary valve III a cavity II9 therein is adapted to connect a passage I20 to an atmospheric port I2I while in the emergency position (Fig. 4), a port I22 in said rotary valve is adapted to establish communication between passage I20 and the rotary valve chamber I23 to permit flow of fluid under pressure from said chamber to said passage for the well known brake maintaining purposes.

The independent brake valve device 3 comprises a rotary valve I24 contained in a chamber I25 charged with fluid under pressure, as Well known, and connected by a key I2i5 to an operating handle I27. The handle I2I and rotary valve I24 have a normal running position in which they are shown in Fig. l of the drawing, an independent brake application position (Fig. 3) and an independent brake release position (Fig. 2). The independent application pipe 8 and independent release pipe 9 are both connected to the seat of rotary valve I24 of the independent brake valve device and said rotary valve is provided with a cavity I28 for connecting said release pipe to an atmospheric passage I29 while a cavity I38 connects the application pipe 8 to the passage I28 leading to the automatic brake valve device H8 in the running position of said rotary valve. In the application position of the rotary valve I2d, the release pipe 9 is open to the. atmospheric port I29 through a cavity I31 in the rotary valve while the application pipe 3 is open to the rotary valve chamber I25 through {I a port I32 in the rotary valve whereby fluid under pressure may flow to said application pipe for efiecting an independent application of brakes. In the release position (Fig. 2) of the rotary valve I24 the application pipe 8 is open to the atmospheric port I29 by way of a port I33 in the rotary valve while a port I34 therein connects the rotary valve chamber I25 to the release pipe 9.

Associated with the independent brake valve device is a controlled emergency cock comprising a handle I36 having a short train position, in which it is shown in the drawing, for opening the controlled emergency pipe It to atmosphere and also having a long train position, designated by a line IBI for supplying fluid under pressure to said pipe.

With the exception of the filler piece I9 associated with the distributing valve device I, pipes 96 and 97 connected to said filler piece, the fluid pressure brake equipment so far described is identical to the well known BEL brake equipment hereinbei'ore referred to and its operation is as follows, assuming the filler piece i9 to be removed and the controlled emergency valve device 3| to be mounted directly upon pipe bracket 38.

With the automatic brake valve handle H8 in its usual running position the brake pipe l will be charged with fluid under pressure and the equalizing piston 41 and connected slide 9 valves in the distributing valve device will be in their release position and, as a result, the parts of the reduction cut-ofl valve device 2'5 will also be in their normal position, whereby the pressure chamber 32 will be charged with fluid at the pressure in the brake pipe and the ap' plication piston chamber M will be connected through the controlled emergency valve device 3| to passage 58 to which via cavity as in the will be released.

Now assuming that by operation of the automatic brake valve deviceto service reduction, a service reduction in pressure is effected in brake pipe I, the equalizing piston ll and connected I slide valves of the distributing valve device will assume their service position for opening the pressure chamber 32 through the service port 58 to passage 58, and thence after operation of the reduction cut-01f valve device 28 to its cut-ofi" position in which it is shown in the drawing, to passage 58 leading to the seat of the main equalizing slide valve 52 and also to the controlled emergency valve device 3|. controlled emergency valve device is in its short train position, in which the parts are shown in the drawing, fluid from passage 58 will flow through cavity 92 to the application piston chamber 4!, and at the same time that this occurs, fluid will also flow from passage '58 through cavity 53 to the main slide valve to the application chamber 33, whereby the brakes on the locomotive will be applied. If the controlled emergency valve device is in its long train position the same result will attain since at the same time that fluid is supplied to the application chamber 33 by way of cavity 53 in the main slide valve 52 fluid will be supplied to the application piston chamber 4| by way of choke 85 and through the controlled emergency valve device 3!, as well as by passage as and through cavity 95 in the controlled emergency slide valve 82, the choke 85 being ineffective in effectin a service application of brakes due to the communication through cavity 95 in the controlled emergency valve device lay-passing said choke.

If the brake valve 2 is operated to effect an emergency reduction in pressure of fluid in the brake pipe, the equalizing piston 41 and connected slide valves in the distributing valve device will move to emergency position for supply-- ing fluid under pressure from the pressure chamber 32 only to the application piston chamber 4|, if the controlled emergency valve device 3| is in short train positions or to both said chamber and to the application chamber 33 by way or" the choke 85 in the controlled emergency valve device if the controlled emergency valve device is in its long train position.

If the automatic brake valve device is returned from either service or emergency position to running position fluid under pressure will be released from the application piston chamber 4| by way of cavity i313 in the rotary valve I24 in the brake valve device 3 in its running position and thence Assuming that the by way of cavity I I 9 in the rotary valve I I! of the automatic brake valve device and the atmospheric port I2I, as before described.

If when the brake pipe I is charged and the equalizing piston ll and connected slide valves are in their release position the operator desires to apply the locomotive brakes without reducing the pressure of fluid in said brake pipe, he may move his independent brake valve handle I21 from its runnin position to its application position (Fig. 3) for thereby supplying fluid under pressure to the application pipe 8. Fluid thus supplied to the independent application pipe 8 will flow to chamber I62 in the release valve device 28 and unseat the check valve I83 and then flow to passage 58 and through the controlled emergency valve device 3| to application piston chamber ll for applying the locomotive brakes. At the same time as fluid is thus supplied past the check valve I83 fluid may also flow,

Y without any effect upon the application however,

, passage past the check valve I83.

In order to release an independent application of brakes thus effected the operator may return the independent brake valve handle I21 to its running position (Fig. 1) for opening the independent application pipe 8 through cavity I38 in the independent rotary valve I24 to passage I20 which is vented through the automatic brake valve device 2 whereupon fluid will be released from the application piston chamber 4| by reverse flow through normal release choke 99. If a faster rate of independent brake release is desired the brake valve handle I21 may be turned to its quick release position (Fig. 2) in which the independent application pipe 8 is Open to atmosphere through cavity I33 and fluid under pressure is supplied to the independent release pipe'9. Fluid under pressure thus supplied to the release pipe a will flow to chamber I89 in the release valve device 28 and therein actuate piston I06 to unseat the check valve |ll3 whereupon fluid under pressure from the application piston chamber AI will flow through passage 58 back to passage 98, by-passing the normal release choke 98, and thence to atmosphere through the independent application pipe 8 which is vented :in the release position (Fig. '2) of the independent brake valve device.

If when the fluid pressure brakes on the locomotive are applied by either service or emergency operation of the equalizing piston 41 and connected slide valves, the operator desires to release the brakes on the locomotive independently of those on a connected train, he may move his independent brake valve handle I2! to its release position whereupon a release of the locomotive brakes will occur in the same manner as just described. If desired to reapply the fluid pressure brakes under the condition just mentioned he may move his independent brake valve handle I27 to its application position for supplying fluid under pressure to the application pipe 9 from whence it will flow past check valve I83 to the independent release valve device 28 to the application piston chamber 4I for reapplying the brakes.

In controlling the brakes by operation of the automatic brake valve device 2 it will be noted that when the equalizing piston 41 and connected slide valves are in either their service or emergency position for efiecting application of brakes,

.the independent application pipe 8 is discon-' nected from the application piston chamber M by the closed check valve I93 in the release valve device 28 and by the slide valve 66 in'the reduction chamber cut-off valve device 21. When the equalizing piston and slide valves are returned to their release position, the application piston chamber M is opened to the application pipe 8 by the return of the reduction cut-oil valve device to its normal position. If the independent application pipe 8 were allowed to remain at atmospheric pressure while the brakes were applied, then upon return of the equalizing portion of the distributing valve to release position an undesired reduction in pressure in the application piston chamber 4| would occur due to equalization of such pressure into the application pipe and this would result in an uncontrolled degree of brake release. In order to prevent this in the usual No. SEL locomotive brake eouipment. fluid under pressure supplied to passage 38 for operating the brake cylinder device 5 has heretofore been allowed to flow past a check valve I to passa e 98 and thence to the independent application pipe 8 in effecting an application of brakes. In accordance with another feature of the invention this supply of fluid under pressure to the application pipe when efiecting an application of the fluid pressure brakes is done away with by the provision of a plug I36 disposed in the communication between the ch ck valve I35 and passage 98, said plug and the fil ing piece 19 constituting essential additions to the No. 8EL

' equipment for interlocking operation thereof with dynamic brake equipment, as will now be described.

The pipe 96 connected to the filler piece 19 leads to the side outlet of a double che k valve device I31 the opposite end outlets of which are connected respectively to pi es I38 and I39. The double check valve device I31 comprises a double check valve I49 operative upon supply of fluid under pressure to pipe I39 with pipe I38 vented to open pipe I39 to pipe 96 and to close communication from pipe 96 and pipe I38, and also operative upon supply of fluid, under pressure to pipe I38 with pipe I39 vented to close communication between pipe 96 and pipe I39 and to connect pipe I38 to pipe 96. A spring I4I acts on the double check valve I49 for biasing it to the position for o ening pipe I39 to pipe 96.

The pipe I38 is connected to a valve chamber I42 in an emergency device I43 comprising a valve I 44 for closing communication between chamber I42 and a chamber I45 which latter chamber is open to the independent application pipe 8. The valve I44 is carried on the end of a stem I46 extending throu h the chamber I45 and connected to one end of a plunger I41 which is slidably mounted in a casin The opposite end of plunger I41 is provided with a valve seat encircling a bore I49 extending through the plunger I41, stem I45, and valve I44 to chamber I42, said seat being provided for cooperation with a valve I49 contained in a chamber I56 which is open to atmosphere by way of a passage I 5I. The valve I49 is connected to one end of a stem I52 pro- .iecting from chamber I through a suitable bore in the casing into a chamber I53 which is open to atmosphere through a port I54. In chamber I53, the stem I52 is provided with a follower head I55 engaging one side of a flexible diaphragm I56. At the opposite side of diaphragm I56 is a chamber I51 open to the brake pipe 1. When the brake pipe 1 and the diaphragm chamber I51 are charged with fluid above a chosen pressure the diaphragm I56 will deflect against a spring I59 to seat the valve I49 and then actuate plunger I41 to open valve I44 for thereby connecting the independent application pipe 8 to pipe I38 leading to the one end of the double check valve I46. Upon an emergency reduction in pressure in brake pipe 1 and diaphragm chamber I51 the spring I59 is adapted to actuate said diaphragm to pull the valve I49 out of engagement with its seat on plunger I41 and to permit a spring I60 to close the valve M4 for thereby disconnecting the independent application pipe 8 from pipe 38 and for venting the latter pipe by way of passage I5I.

The pipes I39 and 91 connect to a magnet valve device I6I which comprises a magnet diagrammatically shown as arranged in the dynamic brake circuit in series with the dynamic brake resistor I2 so as to be energized when the dynamic brakes are effective and deenergized at other times. The magnet valve device further comprises two oppositely seating valves I62 and I63 contained in a chamber I64 to which pipe I39 is connected. The valve I62 is arranged to control communication between chamber I64 and an atmospheric passage I65 while the valve I63 controls communication between chamber I64 and a chamber I66 to which pipe 91 is connected. Upon energization of the magnet valve device I6I the valve I63 is adapted to be closed and the valve I62 open for connecting pipe I39 to the atmospheric passage I65, while upon deenergization of said magnet valve device a spring I61 is adapted to open valve I63 and close valve I62 for thereby establishing communication between pipes 91 and I39.

Reference numeral I69 designates an emergency switch device for preventing operation of the dynamic brakes upon an emergency reduction in pressure in the brake pipe 1 and to this end comprises a movable contact I19 arranged to open and close the dynamic brake circuit and connected by a stem to a piston I1I at one side of which is a chamber I12 open to the brake pipe 1. When the brake pipe 1 is charged with fluid under pressure the piston IN is adapted to actuate the switch I10 to a closed position while upon release of fluid under pressure from chamber I12 upon an emergency reduction in pressure in brake pipe 1, a spring I13 is adapted to actuate said piston to withdraw the movable contact I16 to a circuit opening position.

It will be noted that the magnet valve device I6I controls communication between passages 58 and 42 in the distributing valve device and when deenergized opens such communication by way of pipe 91, pipe I39, the double check valve device I31 and pipe 96 so as to permit pressure of fluid in the application piston chamber M to be controlled by operation of the equalizing portion 25 of the distributing valve device in the usual manner. When the dynamic brakes are effective and the magnet valve device I6I is consequently energized this communication is closed by the seating of valve I63 so as to prevent supply of fluid under pressure to the application piston chamber M in case the equalizing valve device 25 is operated in response to a reduction in brake pipe pressure for thereby preventing an application of fluid pressure brakes on the locomotive. In case the fluid pressure brakes on the locomotive are applied by pressure of fluid in the application piston chamber 4I at the time the dynamic brakes are cut into action, energization of the application pipe 8.

answer 13 magnet valve device SI and consequent opening of valve I62 will release the fluid under pressure from the application piston chamber 4I by way of passage 42, pipe 96, past the upper end of the double check valve I40, through pipe I39 and thence past said open valve, assuming that pipe I38 at this time is vented with the independent brake valve handle I2I in its running position.

Thus normally both the fluid pressure brakes and the dynamic brakes cannot be effective together, operation of the dynamic brakes preventing application of the fluid pressure brakes or releasing such an application of the fluid pressure brakes if effective. Upon an emergency reduction in pressure in the brake pipe '5, the switch device I69 will however operate to cut out the dynamic brakes, if effective, or to prevent operation of the dynamic brakes and the locomotive will be braked solely by the fluid pressure brakes.

While the dynamic brakes are effective and the magnet valve device I6I is consequently energized and venting pipe 9'8, .if it is desired to also brake the locomotive by the fluid pressure brakes thereon such may be accomplished however by operating the independent brake valve device 3 to its application position (Fig. 3) for thereby supplying fluid under pressure to the independent The emergency device I43, with the brake pipe 1 charged, connects the independent application pipe 8 to pipe ass so that fluid pressure supplied to the former pipe will flow to the latter and then past the double check valve I40 to pipe 96 and the application piston chamber M for thereby actuating the applicationportionml of the distributing valve device to the locomotive brakes, regardless of whether the equalizing portion 25 of the distributing valve device is in its release position or its service position. In order to release an independent application of the brakes effected as just described, while the dynamic brakes are effective, the independent brake valve handle I2! may be returned to its running position (Fig. l) for opening the independent application pipe 8 to atmosphere by way of cavity II9 of rotary valve II! of the automatic brake valve device 2 and the atmospheric port IZI whereby the fluid under pressure will be released from the application piston chamber 41 by way of the double check valve I 31 and the emergency device I43 until the pressure of fluid in pipe I38 acting on one end of the double check valve I40 is reduced to a degree where spring I4I will shift said valve to its lower position whereupon the further and final release of fluid under pressure from the application piston chamber M will occur past the upper end of double check valve I40 and then through pipe I39 past the unseated valve I62 in the energized magnet valve device IGI and through the atmospheric port I55.

If the automatic'brake valve device 2 should be in service or lap position at the time a release of an independent application of brakes is desired, such may be obtained by moving the independent brake valve device to its release position (Fig. 2) for actuating the release valve device 28 to vent the application chamber 40 via of the application pipe 8, as previously described.

It will thus be seen that regardless of the position of the equalizing portion 25 of the distributing valve device at the time the dynamic brakes iareeffective, the fluid pressure brakes on the locomotive may be independently applied and released, if desired, by usual operation of the independent brake valve device 3.

When the automatic brake device is moved gency application of brakes, fluid from the rotary valve chamber I23 therein is supplied through port I22 to passage I20 and thence through cavity I33 in the rotary valve I24 of the independent brake valve device 3 to the independent application pipe 8 for maintaining the pressure of fluid in the application piston chamber ll at the adjustment of the safety valve device 29 against leakage, as well known.

When the controlled emergency valve device 3| is in its lower position for retarding the rate of brake application on the locomotive it is desirable that this supply of fluid from the automatic brake valve device 2 in emergency position to the application piston chamberill be controlled by the slow application choke 85 disposed in the pipe bracket I adjacent the filler piece I9 and to obtain this result the emergency device I43 is adapted to operate in emergency to close communication between the application pipe 8 and the pipe I38 whereby this supply of fluid from the automatic brake valve device will have to flow through passage $33 in the distributing valve device to chamber H12 in the release portion 28 thereof and thence past the check valve I93 to passage 58 to' which the pressure chamber 32 is also open in emergency position of the equalizin portion 25 of the distributing valve device, whereby the supply oi fluid from the automatic brake valve device, as Well as from the pressure chamber 32, to passage 58 will have to flow through the controlled emergency choke 85 to the application chamber 33 and to pipe 55 and from said pipe to pipe 9? leading to the application piston cham ber ii whereby the rate of brake application under this condition will be the same as heretofore.

On certain multiple unit diesel locomotives each of the units is provided With a distributing valve device 5 and in order that same will operate in unison with the distributing valve device on the lead unit the brake pipe i, the main reservoir pipe 6, the independent application pipe 8 and the independent release pipe 9 extends through the full length of the locomotive for connection with the distributing valve device on each of the trailing units. On certain locomotives the controlled emergency pipe ill may also extend through the several units in which case the filler piece is will be provided on each unit between the distributing valve device 5 and controlled emergency portion 3I thereof to provide the desired interlock above described between the fluid pressure and dynamic brake equipments thereon.

On certain diesel locomotives, however, the controlled emergency pipe I?! is provided only on the lead locomotive in which case it has been custernary to provide on each of the trailing units a filler piece lid (Fig.6) between the distributing valve pipe bracket 3! and controlled emergency valve device 3i. This filler piece is provided with passages for connecting the various passages opening to the mounting face of the distributing valve device bracket 3% to the corresponding passages in the controlled emergency valve device 3| and in addition is provided with a valve I arranged to be operated by a handle F3 to either a controlled emergency or long train position in which said handle and valve are shown in the drawing or to a non-control or short train position indicated by dotted line I'i'I. With this arrangement passage 78 in the bracket 30, connected on the lead locomotive to the controlled emergency pipe I0, is closed by a plug III'on the trailer unit or units to which the filler piece I14 is ;tween said control applied. In the controlled emergency position of the valve I15 communication is established between passage 35, supplied with fluid under pressure from the main reservoir pipe 5, and passage i8 open to the piston chamber 89 in the controlled emergency valve device 3! whereby the piston 83 and slide valve 5-)! in said device will assume their lower, controlled emergency position. In the noncontrol position of the valve H5, passage 13 is open to atmosphere through a passage 1 '58 for venting piston chamber 89 in the controlled emergency valve device 3! so that the parts of said device will assume their non-controlled position. The selector valve device H5 on the trailer unit of the locomotive therefor performs the same function as the selector cock controlled by handle H associated with the independent brake valve device 3 on the lead locomotive performs in connection with the controlled emergency valve device on the lead locomotive.

In accordance with the invention the filler piece '19 may be inserted between the filler piece I'M and the controlled emergency portion 3! on the trailing unit or units of a locomotive on which the controlled emergency pipe iii is not present and the fluid pressure brakes on the trailing unit or units will then be controlled in correspondence with the fluid pressure brakes on the leading unit as it is believed will be apparent from the above description.

Summary It will now be seen that I have provided an interlock arrangement for use between fluid pressure and dynamic brake systems for a locomotive which under usual conditions will prevent both of the brake systems being effective at the same time. Operation of the dynamic brake system will prevent a normal service application of the fluid pressure brakes or, if such an application is in efiect, it will be released when the dynamic brakes are brought into operation. If necessary, however, the fluid pressure brakes on the locomotive may be applied or released by usual operation of the independent brake valve device while the dynamic brakes are in effect. In case however of an emergency reduction in brake pipe pressure for effecting an emergency application of the fluid pressure brakes on the locomotive operation of dynamic brakes will be prevented or if the dynamic brakes are effective they will be rendered ineffective under such a condition.

Having now described the invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a locomotive brake equipment, in combination, a brake pipe, brake application means operative by fluid under pressure to effect an application of brakes, valve means responsive to a reduction in pressure of fluid in said brake pipe to supply fluid under pressure for operating said application means, control means controlling flcw of fluid under pressure from said valve means to said application means and sclectively operative to provide different rates of such flow, electric brake means, and means controlled by and operative when said electric brake means is effective to close communication bemeans and application means and to release fluid under pressure from said application means and when ineffective to open said communication.

2. In a locomotive brake equipment, in com bination, a brake pipe, brake application means operative by fluid under pressure to effect an application of Cir brakes, valve means responsive to a reduction in pressure of fluid in said brake pipe to supply fluid under pressure for operating said application means, control means controlling fiow of fluid under pressure from said valve means to said application means and selectively operative to provide different rates of such flow, electric brake means, means controlled by and operative when said electric brake means is efiective to close communication between said control means and application means and to release fluid under pressure from said application means and when ineffective to open said communication, an independent brake application pipe, and means responsive to supply of fluid under pressure to said independent brake application pipe, to establish a communication from said application pipe to said application means by passing said communication.

3. In a locomotive brake equipment, in combination, a brake pipe, brake application means operative by fluid under pressure to effect an application of brakes, valve means responsive to a reduction in pressure of fluid in said brake pipe to supply fluid under pressure for operating said application means, control means controlling flcw of fluid under pressure from said valve means to said application means and selectively operative to provide different rates of such flow, an independent brake application pipe, means controlling the fluid pressure communication between said control means and said application means comprising a double check valve for selectively opening said application means to either said control means or to said independent brake application pipe, which ever is supplied with fluid at greater pressure, electric brake means, means controlling communication between said control means and double check valve device responsive to braking operation of said electric brake means to close such communication and to open to atmosphere the respective connection to said double check valve device and operative uoon rendering said electric brake means ineffective to open the last named communication.

4. In a locomotive brake equipment, in combination, a brake pipe, a distributing valve device comprising a pipe bracket, application means carried by said bracket operative in response to pressure of fluid in one passage therein to eflect an application of brakes, equalizing means carried by said bracket operative upon a reduction in pressure of fluid in said brake pipe to supply fluid under pressure to a second passage in said bracket, controlled emergency means, a filler piece carried by said bracket carrying said controlled emergency means, two pipes connected to said filler piece, a passageway in said filler piece connecting saidone passage to one of said two pipes, another passageway in said filler piece connecting said second passage to said controlled emergency means, a third passage in said filler piece connecting the other of said two pipes to said controlled emergency means, said controlled emergency means comprising means selectively operative to provide different rates of flow of fluid under pressure from said second passage to said third passage and thence to said other pipe, an independent brake application pipe, a double check valve for selectively opening said one pipe to either said independent brake application pipe or to a third pipe which ever is supplied with fluid at higher pressure, electric braking means, and means op- 17 erative upon rendering said electric braking means effective to'open said. otherpipe to said third pipe and when inefiective to close com!- munication between said one pipe and third pipe and to vent said third pipe.

In a locomotive brake equipment, in combination, a. brake pipe, a distributing valve device ccmprising a pipe bracket, application means carried by. said bracket operative in response to pressure of fluid in one passage therein to eifect an application of brakes, equalizing means carried by said bracket operative upon a reduction in pressure of fluid in saidbrake pipe to supply fluid under pressure to a second passage in said bracket, controlled emergency means a filler piece carried by said bracket carrying said controlled emergency means, two pipes connected to said filler piece, a passageway in said filler piece connecting said one passage to one of said two pipes, another passageway in said filler piece connecting said second passage to said controlled emergency means, a third passage in said filler piece connecting the other of said two pipes to said controlled emergency means, said controlled emergency means comprising means selectively operative to provide difierent rates of flow of fluid under pressure from said second passage to said third passage and thence to said other pipe, an independent brake application pipe, a double check valve for selectively opening said one pipe to either said independent brake application pipe or to a third pipe whichever is supplied with fluid at higher pressure, an independent brake valve device for supplying fluid under pressure to and releasing fluid under pressure from said independent brake application pipe, said distributing valve device further comprising means providing for flow of fluid under pressure from said independent brake application pipe to said second passage and a check valve for preventing reverse flow of such fluid under pressure to said independent application pipe, an engineers automatic brake valve device having an emergency position and comprising means for in said emergency position supplying fluid under pressure to said independent application pipe, and valve means operable by pressure of fluid in said brake pipe to open communication between said independent application pipe and said double check valve device and upon an emergency reduction in brake pipe pressure to close such communication.

6. A locomotive brake equipment comprising, in combination, a distributing valve device comprising a reservoir portion having a normally charged pressure chamber and normally vented application chamber, a pipe bracket connected to said reservoir portion, application means carried by said bracket operative in response to supply of fluid under pressure to a first passage in said bracket to eflect an application of brakes, a brake pipe, equalizing means carried by said bracket operative upon a service reduction in pressure of fluid in said brake pipe to open said pressure chamber to a second passage in said bracket and also to said application chamber and operative upon an emergency reduction in brake pipe pressure to open said pressure chamber to said second passage but not to said application chamber, an application chamber passage in said bracket connected to gency pipe passage in said bracket, all of said passages opening at a mounting face on said bracket, a controlled emergency device having passages for registry with said passages at. said mounting face, a filler piece mounted on said mounting face carrying said controlled emergency device and having passages connecting said second passage, said application chamber passage and said controlled emergency pipe passage to said controlled emergency means, said controlled emergency means comprising means operative upon supply of fluid under pressure to said controlled emergency pipe passage to a position for establishing a restricted communication from said second passage to said application chamber passage and to a passageway in said filler piece and operative upon venting of said controlled emergency pipe passage to another position for establishing a communication of greater flow capacity from said second passage to said passageway and for closing communication between said second passage and said application chamber passage, control means for selectively supplying fluid under pressure to and for venting fluid under pressure from said controlled emergency pipe passage, another passageway in said filler piece open to said first passage in said bracket, two pipes connected to said filler piece one to said one passageway therein and the other to said other passageway, electric brake means, means operative upon rendering said electric brake means effective to close communication between said two pipes and to vent the one of said two pipes which is open to said other passageway and operative upon rending said electric brake means ineffective to open communication between said two pipes.

'7. A locomotive brake equipment comprising, in combination, a distributing valve device comprising a reservoir portion having a normally charged pressure chamber and normally vented application chamber, a pipe bracket connected to said reservoir portion, application means carried by said bracket operative in response to supply of fluid under pressure to a first passage in said bracket to effect an application of brakes, a brake pipe, equalizing means carried by said bracket operative upon a service reduction in pressure of fluid in said brake pipe to open said pressure chamber to a second passage in said bracket and also to said application chamber and operative upon an emergency reduction in brake pipe pressure to open said pressure chamber to said second passage but not to said application chamber, an application chamber passage in said bracket connected to said application chamber, a controlled emergency pipe passage in said bracket, all of said passages opening at a mounting face on said bracket, a controlled emergency device having passages for registry with said passages at said mounting face, a filler piece mounted on said mounting face carrying said controlled emergency device and having passages connecting said second passage, said application chamber passage and said controlled emergency pipe passage to said controlled emergency means, said controlled emergency means comprising means operative upon supply of fluid under pressure to said controlled emergency pipe passage to a position for establishing a restricted communication from said second passage to said application chamber passage and to a passageway in said filler piece and operative upon venting of said controlled emergency pipe passage to another position for establishing a communication of greater flow capacity from said sec ond passage to said passageway and for closing communication between said second passage and said application chamber passage, another filler piece interposed between said mounting face and said controlled emergency means having passages connecting said second passage, said application chamber passage and said controlled emergency pipe passage in said bracket to the corresponding passages in the first named filler piece, another passageway in the first named filler piece open through said other filler piece to said first passage in said bracket, a fluid pressure supply passage in said bracket open to a corresponding passage in said other filler piece, valve means in said other filler piece for either opening said controlled emergency pipe passage therein to atmosphere or to said fluid pressure supply passages therein, two pipes connected to the first named filler piece, one to said one passageway and the other to the other passageway, electric brake means, means operative upon rendering said electric brake means efiective to close ccommunication between REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,621,403 Hamilton Mar. 15, 1927 2,445,680 Linhart July 20, 1948 

